Pressure-operated and electrically-controlled train-control system.



w. B. MURRAY. PRESSURE OPERATED AND ELECTRICALLY CONTROLLED TRMN CONTROL SYSTEM.

' APPLICATION FILED .LUNEL l9l4- L 1,265,943. Patented Mayl l, 1918.

6 SHEETS-SHEET I.

witness:

MBMWZQQ w. B. MURR Y. v PRESSURE OPERATED-AND ELECTRICALLY CONTROLLED TRAIN CONTROL SYSTEM, APPLICATION FILED JUNE 4.19M 1,265,943, Patented May 14,1918.

6 SHEEISSHEET 3 E w. B. MURRAY. PRESSURE OPERATED AND ELECTRlCALLY CONTROLLED TRAIN CONTROL SYSTEM. 1

APPLICATION FILED JUNE 4, WM.

mmuto'c M B. Murray,

W. B. MURRAY.

PRESSURE OPERATED AND ELECTRICALLY CONTROLLED TRAIN CONTROL SYSTEM.

' APPUCATION FILED JUNE 4, I914. 1,265,943. Patented May14,1918.

B SHEEIS-SHEEY 5.

1 I W 12? Q4 Suva 1 m n vQ/vilmezmeo I. Q I flu TF4],

- 4 w. B. MURRAY. PRESSURE OPERA TED AND ELECTRICALLY CONTROLLED TRAIN CONTROLSYSTEM.

' APPLICATION FILEDIUNE 4 I9I4.

1,265,943; I Patented May14,1918.

6 SHEEIS-SHEET 5.

IIIII IIIIIIIIIIIIIIEIIIII IIIIIII IIIIIIIIIIIIII IIILILIIMLII I ammmto t WW? 4 ,15. Murray,

I To all whom it may concern:

STAES PATENT orrrc W LLIAM B. laminar, or DANVILLE, ILLLINOIS, ASSIGNOR TO THE MILLER TRAIN common CORPORATION, or s'rAUNtroN, VIRGINIA, a CORPORATION or VIRGINIA.

, PBESSUBE-OPEEATED AND ELECTRICALLY-GONTROLLED TRAIN-CONTROL SYSTEM.

Be it known that 1, WILLIAM B. MURRAY, a citizen of the United States, residing at Danville, in the county of Vermilion and State of Illinois.v have invented certain new I and useful Improvements in lF'ressure-Op erated and Electrically-Controlled Train-- Control Systems,'of which-the following is a specification.

This invention relates to improvements in train control systems of the general type wherein the track is divided into blocks of -suitable length, there being a ramp or ramps to guard the entrance end of each block, serving to actuate train stopping means, car- 4 ried by the locomotive, car or other vehicle,

' crated mean --up0n almost any forum, of locomotive, car or .sure operate circuits and associated" tory shoe} carrying e'l" traveling thereon, and has particular reference to means of this character wherein the train stopping means is actuated by presrespect td uating the train stopping means, thep ssure operated means being in turn acti ted by. mechanically operated means move y character, which issiinple in construction, inexpenslveito inanufacture, easy to install other vehicle, and reliable in operation.

Other. objects and advantages'of the invention will be apparent during the course of the following description.

In the accompanying drawings forming a. part of this specification and in whichlike numerals are employed to designate I like parts throughout the fsame,

Figure 1 is a diagrammatic view of track lements,

ide elevation of one ithe invention,

1 Fig. 3 is a side cl a" tion of a locomotiv. arranged thereon,

Fig. 4 is an edge e e ing my apparatus i 1 on of a reciprocajnt or bar, included in the apparatus earn by the locomotive,

Fig. 5 is an enlarged fiietaii section taken on line 55-of Fig.4,

' Fig. 6 is a cross-sectional riew taken on line 6-6 of Fig. 5, v

Fig; 7 is a central longitudinal sectional Specification of Letters Patent.

,rneans, t here being electrically j operated n tordnder' the pressure operativeand inoperative with y engagement with the ramp im of the rearporu PatentedMay 14, 1918. Application filed June 4,1914. SerielNo.842,896.

lviewtaken through a pri'mary valve strueture, included in the apparatus,

I Fig. 8 is ahori-zontal sectional view taken on line 88 of Fig. 7, 1

. Fig. 9 is a side elevation-of electrically operated means for rendering the pressure operated means operative and inoperative with respect to actuating the train stopping means,

Fig. 10 is a transverse sectional view taken on line 10-10 of Fig. 9, Y 1

Fig. 11 is a side elevation, in the engine cab, of ,the throttle lever and .engineers brake valve operatingmeans,

Fig. 12 is a plan view offithe throttle lever operating means, i

Fig. 13 is a side eleyatititfofanengineers air brake valve,- with nty s actuating means therefor,

Fig. 14 is a plan viewio f the same,

Fig. 15 is a similar View with the rackbar'a'nd associatedjelements in section, and,

Fig. 16 l'is a longitudinal section through the cylinder containing; the rack-banactuating piston.

Attention being called first to Fig. 1, the

"numerals 15 and .16 designate traffic rails,

insulated at intervals,'as shown at 17, for

providing blocks A, B, C, and D, of suit able length. The trafiic upon the track is ginone direction, as indicated by the arrows. I Each block is provided with a local track circuit, comprising a source of current 18,

preferably arranged near the exit end thereof, as shown. This source of current has one pole therepf connected with a wire 19, which is c'onn .cted with the traffic rail 15. The opposite pole of the source of'current is connected with wire 20 having connection with the tr'aflic rail 16. Arranged'preferably near .he entrance end ,of each block is an electro magnet or electrically operated T device 21,-hgving one endofits winding connected with. the traflic rail 15 by means of a wire 22, th'e' opposite end of :such winding being connected with the trafiic rail 1Q" through the inedium of a wire 23. The elec g 21 is included ina relay forcon trolling-(tire;electrical connection between a tro-ma'grfet ramp and "a; source of current, as will be plained't v .Arr fnged suitably in advance of the entrance-fend of each'block is a ramp 24, pref erablj' ,arrangedoutwardly of and near the .trafiie} 15. This ramp 24 is curved longitutlinally upwardly and is held stationery in its operative position by any suitable means. Each ramp comprises ramp-sections and 26 arranged in end to end relation, rigidly connected,-and thoroughly insulated from each other, as shown at 27. Each rampsection 25 and; 26 is provided at its encls with extensions 26 insulateri therefrom etthis source of current i connected with. a.

wire 29 which is. crinan'entl electricell 'itration, I have shown the block B as being clear, block C as being at caution concliticn,

connected with the ramp-sectionv 26, Where- ."by the ramp-section 26 has permanent elec trical connection with the source of current -28, for a purpose to be more fully explained. Connected with. the wire 291s a Wire 30,

' havin a stationary contact point 31 con nect therewith, as shown. Adapted to on gage and disengage this stationary contact point is a pivoted contact-armature 32, connected' with a wire 33, in turn connecteil with the remp-sectionilf. Arranged near the contact-armature 32 is an electromagnct 3e, one end of its Winding being connected with a wire 35 and the opposite end of such winding with a Wire 36. When theclectromagnet 34 is energized, the contact-arnitnre 32 1S swung upwardly into engagement with contact point 31, but when the electric-mag net is dce'nergized the contect-arnlcture 32 automatically drops to disengage the stationary contact point 3 1. It is time soon that when the contact-armature 32 engages the contact point 31, the romp-section 25 will have electrical connection with the source of current but that this electrical connection will be broken when Contact armature 32 disengnges contact point -31. The wire 35 is electrically connected with. one pole of a source of current 37, the opposite ole of which is connected with a wire 38. he wire 38 is connected with a station ary contact point 39, adapted to be engaged and disengaged by a pivotedcontect-armature 40, as shown This contact-armature is moved upwardly into engagement with the contact point 39 when the relay e1cetr0- magnet 21 of the truck circuit in the next block ahead, is energized, but automatically drops to disengage the contact point 39 when this electro-imignet is dc ncrgi ze'd. The

fijhennmeral 45 f tron'ary contact adapted to engage not} discontact-armature 40 is connected with a Wire 42, connected with a contact-pivot 43' of a vertically swinging contact segment 44!.

designates a relatively staeng age'the contact segment .471, the station'- ay contact 4&5 being connected with the most position for indicating danger or stop position. Any suitable means may he empioycd to shift or move the semaphore paddie, the some forming no part of my invention, for which reason it is thought unnecessary to show them. For the sake of illusend block D at (longer condition, the some phorc paddles 4:6 assuming the three positions for indicating the block conditions, as above explained; Nhen the semaphore pacirlle 4:6 is in the uppermost position, contact segment 44-. engages stationary contact 45', as clearly shown in block B; when the some-- phore peddle is in the intermediate position, contact segi'ncnt 44 engages contact 45 as shown in block end when the semaphore peddle is in the lowermost position, contact segment 44 disengagcs contact 45, as clearly shown in hlock D.

As more clearly shown in Figs. 3 and i, the nnmeml l1 designates a preferably vertically arranged support, ri iclly attached to the irmne work of a locomotive 4-2, preferably near the longitudinal center of the lioilcr or somewhat in advance thereof. The lower portion of this support 41 is provided with a tubular guiole or casing 43, receiving; :1 rcciprocatory element or bar 4 preferably formed square in cross-section. The lower end of the bar is preferably formed cylindrical, for having screwthrczuled engagement with a tubular extenslon 45 ofthe upper portion ili of a con"- tectcnrrying shoe] The numeral 4'6 designates the lower portion of the contact -arry ing shoe, which is formed separate therefrom and secured thereto hy bolts 4'! or the like. The shoe portion 416 is insnlececl from tact li, having shoulders 50, engaged. by

flanges 5G. The contact 49 is thoroughly insulated from the shoe portions and from The contact 49' the bar 44, as shown.

preferably hasits ends rounded and extends outwardly beyond the shoe portion 46, as shown. he reciprocatory element or bar 44 is moved or urged downwardly by a compressible coil spring 52, surroungzlng the same, and engaging at its upper end an apertured fixed arm 53, endat its ower end,

- a stop pin 54, carried hy thc bar-or element enemas 44,and engaging the upper end of the tubu- 4 larguide 43, to positively. limit thedownward movement of said bar or element.

Suitably rigidly mounted upon the upper end of the support 41 is a primary va ve structure 55 comprising, as more clearly shown in Fig.7, a preferably vertically ar- I ranged cylinder or shell 56, the upper end of which-is connected by a pipe 56' with a main ieservoir57, included in an air brake system of any well known or preferred type.

Disposed within the lower portion .of the cylinder 56 is a stationary horizontal partition 58, provided with an upstanding. annular valve seat 59, for engagement with an upwardly opening valve 60, there being apertures 61 withm the annular valve seat 59, to permit thepres'sure to ass into an outlet pipe 62 connected wit the lower end of the cylinder 56, when the valve 60 is .unseated. Connected with the valve 60 is a (depending vertical shaft 63, passing 4 outwardly' beyondthe cylinder 56, through a stuifingbox 64, of any well known or preferred type. The lower end of the shaft or rod 63, as'more clearly shownjn Figs. 4

and 5, ,is permanently;-'arranged aline- Linent orlin the/path of travel of fli'e upper --end of the reciprocatcryielement or bar 44,

suchv element or bar being*pre ferably provided at its upper striking end with an en lar edihead 65, asshownressure operated or pneumatidmeans are provided to operate the train stopping,

means, to be described, the same comprising, as'more clearly shown in Fig. 3, a relatively stationary preferably' vertical cylinder 66, preferably-arranged within the cab of the exhaust or pin hole port 67, whereby after the pressure has been cutoff from the cylinder 66, it will'graduallyexhaust therefrom. Mounted to reciprocate within the cylinder 66 is a piston 68,. connected with an up \vardlyiextending rod 69.

The numeral 70 des1gnates as a whole,

electrically operated means, rendering the pressure operated or pneumatic means operatlveand-inoperative with respect to oper ating the train stopping means, to be deas more leatli shown in Figs. 9 and 10, coinprisea stationary casing 71, preferably arrangedwithin the cab ofthe locomotive,

and he'ld stationary by any suitable means. tothe flooror bottom of the casing 71 are spaced upstanding arms or bearings 72,

' aper tui'edflfo'r receiving a horizontal shaft Pivota'lly mounted .upon this'horizontal shaft 73 is an inner sleeve or tubular ele- These [electrically operated; means,

ment 74, having a laterally extending crank 75, rigidly connected and preferably formed integral therewith. This crank has its outer end pivotally connected with the upper end of the piston rod '69, asshown at 76. 'Pivotally mounted upon the inner sleeve 74 is an Outer sleeve or tubular element 77, having' an opening 78 formed therethrough, for receiving a depending bolt 79. This bolt is I adapted for movement into and out of a curved opening or groove 80,"forn'1ed in the innersleeve 7 4:, and when within this groove,

the same serves to lock the sleeves 74 and 77 together, whereby a turning movement of the sleeve 74 will effect a corresponding turning'movement ofthe sleeve 77, but when the bolt 79 is withdrawn from the groove, 80, the sleeve 74: is free to turn without eflecting a corresponding movement of the sleeve 7 7. Rigidly connected and preferably cast integral with the sleeve 77 is an 'up- H wardly extending elcctro-magnet support or arm 81, upon which is rigidly mounted avertically arranged electro-magnet 82, preferably inclosed within a nonmagneticvcasing. The electro-magnet- 82, when energized, swings its armature 83 upwardly, such armature having the bolt 79 rigidly attached thereto. The armature 83 has one end thereof pivoted with a knuckle 84', rigidly :at-

tached to the support 81. It is thus seen when the electro-magnet 82' is deenergized, the sleeves 74 and 77 will be locked, to move together, but when the electro-magnet isenergized, the turning movement of the sleeves 74 will not be transmitted to the sleeve 77.

'.Connected with one end of the winding of the electro-magnet 82 is a wire 82', connected'with the contact, 49, while the other end of the winding isconnected with a wire 83', grounded to the frame of the locomotive.

The construction of this electrically oper- I ated means is identical with the electrically operated means shown in my copending application SerialNo. 747,498, filed Feb. 10,. 1913, wherein the same is fully illustrated and claimed, in view of which it is thought that no further showing of the same is necessary in this application, such means not being claimed in this application per .95.

Preferably arranged within the casing .71

is a secondary valve st-ructure 85, as clearly shown in Figs.- 3 and 9. This valve structure maybe of any-well known or preferredtype, the same being connected-with a pressure supply pipe 86,'receiving pressure from the main reservoir 57 or from'the/traih line,

if desired. The valve structure 85' is actuated by a crank 87, to the free-endiof whicif/ is pivoted a link 88. having connect-ion with 125.

the knuckle 84.- The outleteiidof theivalve structure. 85 is connected with a rp'ipe 89. When the electro-mafgnet 82fis ifi 'its nbrn'ial or inactive positionfthe valve struc ure 85 serves tecut ofi' the supply of pressure, to the cim pipe such preesure being supplieol thereto when the elective-magma, is swung lovvard the rear end of the locomotive, as is obvious.

Attention is now called more particularly to Figs. 11 end 32, wherein the throttle lever operating means is shown, the S31E18 comprising a swinging cylinder 90 pivot-ally attached to the f'ece of the boiler by braclo e'ts 31. The pipe 89 leads into the intake end of the cylinder 90, said cylinrier being provided with a small or pin hole exhaust port 92, whereby after the supply of pressure to the cylinder 530 has been cut ofi, the same will gradually exhaust therefrom. Mounted to reciprocate Within the cylinder 96 is a. piston 3, connected with. 9. piston rod 92%, which ex'encls outwardly beyond the cylinder 99. This piston rod has its free end suit-ably pivotelly connected, es shown at 95, with one erm of a bell-cranl lever 1 96, pivotal 97,, to a. bracket or support 98.

I throitle valve, by means of e va The outer arm of the bell-crank lever 96 is pivoteci et 99 with e link or lement 1G0, Whioh traverses e throttle lever lilLemi provieti with laterally extending lugs or trunnions 102 emi 103., which are normally seeced from and out of oege-gement with the throttle lever, said. throttle lever lieiiog (lisposed Within the path of travel of the some. The outer end ofeiie link 1.00 is pivotally conneoied with one arm of a boll-crank lever 10 i" pivo" gel at 105 wififn the throttle lever.

The bell-clone lever 10% is urgcci in one direction by e retraciile coil spring H36. EX- temling longitudinally of the throttle lever is the usual latch rori 10?, serving to 09erete a latch 188, to engage with a steiona-z'y tooihecl qiieilient- 1%, such label: being loreeei inwardly t'owevcl tie quadrant by :1 spring 110. The roe 10? is connected with the lever 1% by a link or 1'06. 111. The latch rod 107 is connected with a hand grip 112, to be menu-ally ope-rated thereby. Fivotelly connected WiiZ-l; the throttle lever, as shown oi 3.13, is a link 11%, o ereting the l ve stem 115,

with which the some is oonziectecl.

Gormeczed with eipe 89 through the medium of a T coupling 116, is a pipe 11'2",

disobeying into the inlet end of e. prefer-' ably liorizonizally arranged cylinder 118. The cylinder 118 is provided with a small or pin. hole exhaust port 119, whereby pressure contained therein after the supply of the same has been cut oil, may gradually exhaust to the atmosphere. Mounted i0 recipi'ocete within file cylinder 118 is e pisten 12 connected; with a piston rod 121. Gne end of the horizontal cylinder 118 is internally screw-threaded, for engagement with an internally encl eiuemally screwthreaded sleeve 122, among-ed therein, as shown. Longitudiiielly movably mounted within. the sleeve is e stop-sleeve 123, ex formally screvv-threedezl, 51o shown. This wergeee stop-oleeve cer'ies a turning nut m: lieeld 12 i and e damping ring 124, to lock the some in adjustment in the desired longitudinal position. The function of-the stop sleeve is to limit the outward movement of the piston 120. Ae more clearly shown in 13, 14 and 15, the horizontal cylinder 118 is rigidly seemed to a pie/to 12%, by a sleeve 125. This plate is rigidly secured to an engineers air rake valve 126, preferably of the Westinghouse type, although other forms of valves may'bc used. This valve comprises generally a valve which is turned ox shifted by a valve rod 126', hav ing a lever or crank 127 secured thereto. for

turning the some. The plate 124* is bolted moumed upon the v: lve rod 1.26, below the plate 124-. This pinion has a. cut-out portion 131, to receive the lever 12?, anal a crank 132, formed infiegi'el therewith to engage and move the lever 12?, for applying the brakes. The crank 132 permanently engages lever 12'? when it is in the normal po sition, but'this lever may be freely manually moved, 'Lo apply the brakes, due to the size of the opening 131, as shown. It is there fore obvious that when pressure is introduced into the cylinder 118, the piston and piston rod, 12 are moved outwardly, the piszfion. rod 121 engaging a crank 133 formed upon the rack-bar 129. This moves the rack-bar in the direction to turn the pinion 130, to shift the lever 12? and apply the brakes.

The operation of the apparatus is as follows:

In accordance with the illusiration in Fig. 1, it is assumed that block I) is occupied by a. train, whereby the semaphore peddle guarding block D is at danger or stop, the semaphore peddle guarding block C at oeution, and, the semaphore peddle guarding block B et clear. Assuming that a locomotive or train is traveling from block A. into block 18, then when the some moves into proximity to the ramp 24: near the entrance end of block 18, the eontactS engages with the ramps/(action. 25. The shoe anfi. recipr0- catory element or bar 4:4: are thus grelually. elevated. Prior tOlGlllS movement of the reciprocatory element or bar 4.4;, a circuit is closed for energizing the eleotro-miignet 82,

whereby the bolt *2 9 is Withdrawn from the groove and the sleeves 7 e and 77 unlocked,

the turning movement of the sleeve 74 not being transmitted to the sleeve 77. In the absence of a locomotive or Vehicle Within the block B, such block being clear yhereis e elosed. izreolzbloek oirool t iggglgilngjtho electro-magnet 21, whereby the contactarmatur'e' 32 engages the contact point 31. In the closedtrack circuit .for energizing the magnet 21, currentflow's from one pole of the source ofcurrent 18, throu h wire 20, trafiic rail-l6 ofthe block 'B, w1re 23, electro-magnetc21, wire 22, trafiic rail and through wire 19 back to the opposite pole of the source of current. The eontact-armature 32 engaging the contact point 31 and the contact segment 44' engaging stationary contact 45' (in-block -B),a.'c1rcuit is closed for energizing the electro-niagnet 34;, whereby contact-armature 32 engages contact point 31 and the ramp-section 25 is electrically connected with the source of current 28. In the closed circuit for energizing the electro-magnet 34, current. flows from one ..pole of the source of current 37, .through' wire 38, contact 39, contact-armature d0,

wire 42, pivot contact 43', contactsegment, 44, contact 45,, wire 36', magnet 34, and

armature 32, wire 33, ramp-sectionz25, contact 49, wire 82',v through electro-magnet 82, wire 83', the frame work of the engine, the

' trafiic'rail 15 -in block A, and through wire 28* back to the opposite pole of the sourceof current. Upon the upward movement of the element or bar 44 the upper end thereof engages the lower end of the valve rod 63, unseating-it, whereby the pressure operated or pneumatic means is set into action. Pres-. sure now passes from the main reservoir 57 into the cylinder 56, and through pipe 62 into the cylinder 66. The piston 68 therein is accordingly elevated, which through the mediumof iston rod 69, swings crank 7 5 upwardly, his swinging movement pt the crank, the electro-magnet being energized,

, will not effect a swinging movement of. said electro-magnet, whereby the secondary valve structure will not be operated or rendered inactive for supplying pressure to the train stopping means. 'The circuit for energizing the electro-ma'gnet 82 remains closed until the contact 49 engages the insulation 27, when such circuit is opened, a second circuit however being closed to energize the GlGCll1'0-- magnet 82 when the contact and shoe engage the ramp-section 26. In this last named closed circuit current flows from one pole of the source of current 28 through wire 29, ramp-section 26, contact -49, lead wire 82, electrmmagnet 82-, wire 83', theframe work of the locomotive, 'traflic rail L5, of the block A, and Wire 28 back to the opposite .pole of the source of current 28. The function of having the ramp-section 26 permanentlyconnected with thesource of current 28 as above stated, is to provide means whereby -the train stopping means will'not be actuated when the locomotive travels in an o posite direction to the direction of trafhc, as. when backing, it being disadvantageous for the train stopping means to operate under those conditions. The locomotive or train is thusallowed to pass from blo'cktk into blockB, without the train stopping a.

means being actuated.

- When the locomotive or train traveling inblock B approaches the entrance .end of the block .0, which is at caution condition, the contact-5L7 and shoe 4:5 will engage rampsection 25 guarding the entrance end of block 0. As the semaphore paddle 46' 02- cupies the intermediate position the contact-segment 44: engages contact 45', where by ramp-section 25 is electrically. connected with one pole of the source of current-28. The circuit for energ zing the-magnet 82 is closed, such circuit remaining closed until the contact and shoe engage the insulation 27 at which time the circuit-is opened as above explained. The second circuit for energizing the electro-magnet 82 is closed whenthe contact 49engages the ramp-,sec-- tion 26 guarding theeiitrance end of the block B, as above explained. It is thus seen that' the locomotive or train is allowed to passfrom the block B into the block 0 without the train stopping means being actuated. i

When the locomotive or train moves into proximity to the entrance end of the block D, which is at danger condition, the contact 49 engages the ramp-section 25 guarding the entrance end of the block D. As this block is at danger condition, the semaphore paddle 46 occupies the lowermost positionand the contact segment 44: is moved out of engagev ment with the contact 45, whereby the rampsection 25 has no electrical connection with the source of current 28; The electrical connection between the 'ramp-section 25 and the source of current 28 is now broken at the point 31, the electro-magnet 34 being deenergized. The circuit connected with the electro-magnet 34 is open at two points, to wit, at the contact point 39, the electro -magnet 21 being denergizedlby the presenc'eof the locomotive in the block D, and at the contact :5, the contact segment being swun downwardly out of engagement with, the same by the movement of the semaphore paddle 46' to'the lowermost position. The Ion-- gitudinal movement of the contact 49 along the ramp-section 25 causes the upward movement of theelement or barr 44 whereby the.

valve 60 is unseated and pressure supplied into the cylinder 66 as above explained. The

euro operated. vehicle stopping; me

sleeve 34 in tho same direction. The clcctro magnet 82 lacing new dcencrglzcd, vlxc bolt 79 will lock the sleeves 7% and 77 together whereby .they, tom 51x fabe some direcvion. The elcctro magoc'c 82 is time swung coward the rear and of the cab whereby the some ihrcugh the medium of the link 88, will cctw ate vile velv-c comet-ore 85. Upon the valve structure 85' being actuated or rcnocrec octivc, pressure p through the pipe 86 into pipe 89. This pressure eases vhvoogh pipe 89 to the intake 'oncl of t so cylimlcr 9Q, fen,- ing the piston 93 inwardly, whereby the bellcrcnk lever 96- ie swung inwardly. This movement of the bell-crank lever 1% draws the link 3.8 3 inwardly, the some first efiectlng a slight movement of the bellcrank lever 1 34-, to ilisc'ngagc the latch 10S, {umber move meat. of the lack 190 bringing the log or trunnion 163 into engagement Will 1 the ilzroliile lover 101 whereby the some is moved.

closed or inner posizioo. The pressmo wlelzin the pipe 39 also passes vlu ou ll pipe 11?, into iclze cylinder 118, forcing tne LlSl/OIE. 126 forwardly, which through the me iium ,of piston ro l 121 swinge clvo cogi mm brake valve 127 to izhe service position, for applying she brakes. lo practice, I have fennel it advenvagoous to op zply the brakes c little before cutving ofi "the steam Whoa the contact 49 engages the mmpscction 26, guarding the entrance emi of the block l) the circuit for energizing the electrocnagnet 8 is'cgain cl, whereby 'i-lao tmin stopping means will not he actuated by the movement of the locomotive or train in a reverse direction.

It is to be umlez'stoocl that the fom of my inventicn'llerewilzh shown encl describccl is to be taken as a rcfcrrc example of the some, and that, venous changes in the shape, size and azg'angcment of parts may be reso'iwl to Without {lemming from che spirit of the lav ovation or the scope of rthc subjoined claims.

llavicg thus descrilae my invention, W115i; 1 claim is:-

1. In e train control system, a vehiclc, pressure coercive-(l means mounted upon the vehicle a source of pressure, a, grimory valve structure to control line passage of the pressure from. the source of gavcsswfc to the paceouve opcrczeil means, mechanically oycmtecl means 30 oglcmtc the primary valve structure, a, ramp vlisposecl in the path of vecvel v of the mechanicallyoperated means to effect movement, a seconilory valve cn'ooturc, electrically controlled means moved by the pressure operated means and comzcced with and. aclcistefi to positively opevatc tho seconclcvy valve structure to open it, mail pressct int-o oyemtico when the scconolcfiy valve strum tare is op v in a min control system, a vcfirst. named device. 7

ece'ms icicle to tmvcl thereon, pressure oyomjcfi means mountcoi upon the vehicle a swufigciff pres-Wm, means of communication between the pry-cure operated means and the wurcc o3; measure having a primary valve connected therein, mechanically operated means having connection with thc'secondary valve to operate the some, and pressure operated vehicle stopping means connected with the sccondery valve to be set into acfion whenthe some is opened.

5. In o, tram control system, a track, a. vee 1' hicle to travel thereon, a device carried by the vehicle and comprising a, plumliizy of rclativcly movable members, electrically operatcd means adapted when; deinergizezl to lock the relatively movable members w c v y r 1,, getlzer for movement togeimcr m one dimo- Q1011, pressure operated means to move the device, mechanically actuated memo for gap plying pressure to the pressure operated means, a ramp arranged on the path of travel of the mechanically actuatecl means to operate ifi, pressure operated means to control and a, control the movement of the vehicle, devlcc connect/ed with the last named res- S1131: operated means and connected. mt the l. In a train control eystem a track, 3 vehicle to travel thereon a movaolc device can vied by the vehicle zm comprising a plw Polity of relatively movable ports, means to lock and unlock said relatively movable parts, a cylinder mounted upon the vehicle, a piston mounteil within the cylinder, means connecting the piston and one relatively movable part of the device, :1 (10111611116 for sup lying pressure to the cylinder, a primary valve connected with the conduit, mcchamcally operated means to actuate the primary valve, a ramp arranged in the path of travel of the mechanically operated means, and train stopping means connected with the other relatively movable member and adapt ed to be actuated thereby.

5. in a train control system, a crack, a vi I mole. to travel thereon, pressure. operated ve-r luolc stoppmg means mounted upon ,the of vehicle, a pressure supply conduit connect j 7120-" ed. with the vehicle stopping means, a, valve connected. in the conduit to control ihopas-f mge of pressure therethrough, clecri',ficsaa.l.lji'"c' controlled apparatus adapted when dcnergized to actuate the valve, pressure afic ov ng to operate the elecricelly contvollod f some 1s dcencvggzeo, ancl'r operated means lo actuaie fihc oppavalus when. the mcchemcally last named presence opemvcrl moons.v

e lo a contvolsysmm, c, track, a"

vehicle lo iamvel tlxcrcon, pressure operated ."throttle leverclosiiig means mounted upon thevehicle, a pressure supply conduit connected with the pressure operated means, a

control valve connected in the conduit, electrically controlled applaratus adapted when deenergized and mec anically operated to actuate the control valve, pressure operated apparatus connected with the electrically controlled apparatus to mechanically operate the same, and means to supply pressure to the pressure operated apparatus embodymg a primary valve, a shoe having means to operate the primary valve, and a ramp to engage with and move the shoe.

7. In a train control system, a track, a vehicle to travel thereon, pressure operated brake valve actuating means mounted upon the vehicle, a pressure supply conduit connected with the pressure operated means, a control valve connected in the'conduit, electrically controlled apparatus adapted when deinergized and mechanically operated to actuate the control valve, pressure operated apparatus'connected with the electrically controlled apparatus to mechanically operate the same, and means to supply pressure to the pressure operated apparatus embodyarrangedto engage with the valve stem, a

ramp to engage and move the shoe, pressure operated and electrically controlled apparatus carried by the vehicle to stop the same, and a conduit connecting the apparatus with the shell.

,9. In a train control system, the combinationwith an air brake valve embodying a stem and lever connected therewith to turn the stem. and provided upon one side wi a recess to receive the lever, a reciprocatory rack-bar engaging the pimon and ca an upstanding crank, a cylinder arranggd near and above the rack-bar, a piston mounted to. reciprocate within the cylinder,a piston rod connected with the piston and adapted to engage the upstanding crank, and

means to supply pressure to cylinder.

10. In altrain control system, a track, a vehicle tmtravel thereon, a' source of pressure carried by the vehicle, pressure operated apparatus carried by the vehicle, a conduit a connecting the pressure operated apparatus with "the source of pressure, a primary valve ICODDGCtd 1n the conduit, a reciprocatory bar adapted to operate the primary valve and carrying a shoe, a ramp disposed in the path of travel of the shoe to move it, electrically controlled apparatus adapted when deinergized to be operated by the pressure operated apparatus, means electrically connecting the electrically controlled apparatus with the shoe, means for connecting and disconnecting the ramp with and from a source of current, pressure operated train stopping means, a conduit connecting the pressure operated train stoppin means and the source of pressure, and a V vs connected in the same, of a pinion loosely mounted u I n to.

the last named conduit and moved with the V electrically controlled means to be operated thereby.

11. In a train wntrol system, a pair of relatively movable members pressure operated apparatus connected with one member to move it, mechanically operated means to supply pressure to the pressure operated apparatus, electrically operated means for con- I necting and disconnecting the relatively movable members, and train stopping means connected with one member to be operated thereby.

In testimon whereof I ailix my signaturein presence 0 two witnesses.

WILLI B. RAY. 'Vl'litnesses:

J. A. Foam, J. Ross Wnnrz. 

